smith



(No Model.) 4 Sheets-Sheet 1.

W. E. SMITH.

BIGYGLB.

No. 392,973.. Patented Nov; 13, 1888.

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W. E. SMITH.

BICYCLE.

v Patented Nov. 13, 1888.

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O G I 6 Q 0 O o d o 0 o m ll 0 0 0 9 1 Q 6 O N. PETERS. PhalrLnMgnpher. Washington. 0:;

(No Model.) 4 Sheets-Sheet 3'.

W. E. SMITH.

BICYCLE. No. 392,973. Patented Nov. 13, 1888.

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(110 Model.) 4 SheetsSheet 4.

W. E. SMITH.

BIOYGLB. No. 392,978. Patented Nov. 13, 1888.

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ITE ES ATENT WVILLIAME. SMITH, OF VASHINGTON, DISTRICT OF COLUMBIA, ASSIGNOR TO THE SMITH NATIONAL CYCLE MANUFACTURING COMPANY, OF COLO- RADO.

BICYCLE.

fiPE-CIFICATION forming part of Letters Patent No. 392,973, dated November 13, 1888.

Application filed Februaryl6,1888. Serial No. 264.187. (No model.)

To all whom it may concern:

Be itknown that I, \VILLIAM E. SMITH, of

Washington, inthe District of Columbia, have invented certain Improvements in Bicycles, of which the following is a specification.

This invention relates, mainly, to the socalledsafety-bicycles, in which a seat-supporting frame is provided with a front steering-wheel and a rear driving-wheel actuated through a chain and sproeketwvheels from a pedalshaft seated between the wheels, although certain of the featuresare also applicable in machines of other forms.

The invention consists in various details of construction, hereinafter described, relating more particularly to the main frame, to the several bearings for the shafts, and to means for adjusting the tension of the driving-chain and securing alignment of the wheels.

In the accompanying drawings, Figure 1 is a side elevation of a machine containing my improvements, having a frame adapted for the use of ladies as well as other persons. Fig. 2 is a vertical section,on an enlarged scale, of the upper bearing of the steeringfork. Fig. 3 is a horizontal section on the line 1 l of Fig. 1. Fig. 4 is a vertical section through the center of the rear wheel and its bearings, on the line 2 2 of Figs. 1 and 5. Fig. 5 is a side view of the rear end of the frame and the driving-wheel supports therein. Fig. 6 is a top plan view of the handlebar or steering-bar so called. Fig. 7 is a top plan view of a portion ofthe rear axle and the parts connected therewith. Fig. 8 is a perspective view of a portion of the rear-wheel bearing. Fig. 9 is a perspective view of one of the eyebolts used for adjusting the rear-wheel bearing forward and backward to control the tension of the chain and the position of the wheel. Fig. 10 is a central vertical section through the forward part of the machine, showing more particularly the steering-fork and its connections. Fig. 11 is a vertical crosssection on the line 44 of Fig. 1 through the pedal-shaft and its bear- Fig. 12 is a side view of the seat standard or support with the lower plate of the saddle in section thereon. Fig. 13 is a perspective view of said standard. Fig. 14. is a top plan vievitof the bearing for the crank-shaft,

showing the necks to which the tubular frame is attached and the cases for the ball-bearings.

Referring to the various figures, A represents the front steering-wheel journaledin the lower end of the steering-fork B, which has its upper end swiveled in the forward end of the main frame or reach 0, which is in turn forked at its rear end to receive and carry the axle of the rear driving-wheel, D. The main-frame reach. or, as it is sometimes termed, the backbone, instead of extending forward and upward from the rear wheel to the upper part of the steering-fork, as usual, is carried forward in a nearly-horizontal position to a point near the steering-wheel, when it is curved upward closely around the latter to the steering-fork, and this for the purpose of securing the depression of its middle portion in such manner thatit will notinterfere with or offer an impediment to the skirts of female riders. The rear wheel is provided witha sprocket wheel, E,oonnected by a chain,F, to a sprocketwheel, G, on a transverse shaft, H, located between the two wheels and carrying at its ends cranks provided with pedals I, the general arrangement of these parts being similar to that in other machines of this type.

Heretofore the pedal-shaft has been carried in two bearings attached to the lower ends of a forked arm or standard depending from the frame, and owing to the severe strain exerted through the chain it has been found that the forked standard would twist,and by throwing the bearings out of line cause an excessive amount of wear and friction. This difficulty I avoid, as shown in Figs. 1 and 11, by constructing or providing the main frame with a rigid transverse tube, 0, forming in effect a part thereof, and by mounting the shaft-bearings rigidly in the end of this tube, whereby they are firmly supported and held positively in line. WVhen the frame or reach is of the form herein shown, this tube a may be built directly therein, so that the axis of the shaft QWiI]. intersect the axis of the frame at right angles.

I employ ball-bearings of the form shown in Fig. 11, each consisting of two annular plates, 0' 0", placed face to face and provided. in their opposing faces with annular grooves of semilOO circular cross-section adapted to receive and retain the intermediate balls, 0 The inner plate, 0, of each bearing is seated snugly in a seat formed in the enlarged end of the tube a, and is secured permanently and rigidly therein by solder by the operation commonly known as sweating. The recesses being truly formed and the plates inserted and secured as stated, they are held immovableand exactly parallel. The shaft His inserted loosely through the tube 0 and bearing-plates 0, but is threaded at its ends to reccivethe bearing plates or rings 0', which are screwed thereon from opposite ends. The plate 0, at the enl which carries the sprocketwheel, remains immovably in position on a shaft, after being once set in position, being supported and held by an outside washer, c, which is in turn followed by the sprocket-wheel and the crank, both of which are pinned, keyed, or otherwise fixed to the shaft, so that they areprevented from moving, and are enabled to firmly support the plate 0 on the outside. At the opposite end of the shaft the plate 0 is left free to turn, in order that it may be screwed inward to compensate for wear. As the plate is thus screwed inward,it approaches the corresponding plate at the opposite end, the result being that the outer plates at both ends of the shaft are caused to fOlCC tllG balls hometo their seats in the inner plates, 0. In order to prevent the adjustable plate from working out of position or being turned accidentally, I pass a screw, 0, through the adjacent crank into the outer face of the plate, which is provided with a series of holes or notches to receive its inner end. By backing this screw out the plate is released, so that it may be readily turned by the fingers.

In order to prevent the entrance of dust to the wearing-surfaces, the ends of the supporting-tube c are provided with annular flanges c, which extend outward closely around the edges of the bearing-plates and beyond the spaces between them. The flanges thus constructed effectually cover and close the joints.

As anadditional safeguard against the admission of dust to the wearing-surfaces on the side of the machine where the adj ustment' is effected, I provide an annular collar or cap,c, threaded internally at one end and screwed upon the flange c, as shown in Fig. 1 1.

The tube 0 is commonly brazed or cast or forged'integral with tubular necks, one of which, 0', rising therefrom enters and serves to support the lower end of the tubular seatstandard J, and to which it is brazed or other serve as a means for uniting the two parts of the main frame or reach. WVhen, however,

the frame is of the usual shape,it may be made continuous from end to end and the tube applied transversely to its upper or its under side.

The rear wheel-bearings are constructed in the manner represented in Figs. 4., 5, 7, 8, and 9, the wheel proper, of the ordinary or suspension type, consisting of a hub having at its two ends annular flanges or enlargements which are connected by tension-spokes to the r1m. I

In Fig. 4, (2 represents the tubular hub with spoke-receiving flanges d atits ends. A central rigid axle, d", threaded at both ends,is passed through the hub from end to end and through the arms 0 of the main frame, and is provided at its outer ends with clamping-nuts d. Each of the hub-flanges is recessed centrally in the outer side to receive a hard-metal. bearing plate or rim, (2, which is sweated thereto or otherwise fastened rigidly in place. Each of these bearing-rings d is provided in its outer face with an annular groove of semicircular section to receive the balls d and is opposed at the outer side by a correspondingly-grooved hub or flange, d screwed upon and turning with the axle, so that by turning either of these collarsinwardboth bearings may be tightened to compensate for wear. The tightening of the nuts d will cause the adjustable collar to bear upon the threads of the axle and against the frame in such manner as to prevent them from turning accidentally out of adjustment; but I also propose to use for this purpose an additional locking device, herein described.

It will be observed that the hub-flanges d are recessed to such extent that the collars (I enter the same, this arrangement producing a closejoint and enabling the flanges d to prevent the entrance of dust to the wearing-surface.

In this class of machines great difficulty is experienced by reason of the elongation of the chain, due in part to wear and in partto its becoming stretched. Trouble is also experienced in consequence of the rear axle being drawn forward at one end by the chain, so that the wheel is thrown out of line with the steering-wheel. To avoid these difficulties, I provide improved means for accurately adjusting and rigidly securing the two ends of the rear axle. To this end I provide each of the rear arms, 0", of the main frame in rear of the axle with an inwardly-projecting perforated ear, 0. I further provide for each end of the axle an eyebolt, (1", one end of which encircles the axle, while the opposite end is projected through the car 0 and provided on the outside with'a nut, d By tightening the nut the bolt is drawn rearward and caused to draw hack the end of the axle, which passes through a horizontal slot in the frame. It will be observed that by these devices the two ends of the axle may be adj usted rearward independently of each other, and thus the proper tension of the chain secured and the proper alignment of the wheel effected without affecting the tension.

I commonly provide each of the eyebolts, as shown in Fig. 9, with a rib or tooth, (1, designed to enter notches formed, as shown in Figs. 7 and S, in the end of the bearing collar (2 for the purpose of preventing the collar from turning accidentally. In order to release the collar that it may be turned, it is only necessary to loosen the nuts d at the ends of the axle, whereupon the arms of the frame and the eyebolts may be moved outward to disengage the lips d from the collars. From the foregoing it will be seen that the eyebolts serve a double purpose-of adj ustiug the axle and holding the bearings in adjustment.

The steering-fork B is provided with an upright tubular neck or journal, b, passing upward through the tubular neck 0, formed on the end of the main frame 0. The two parts are connected by ball-bearings constructed in the manner shown in Figs. 1, 2, and 10. The tubular neck 0 of the frame is formed or provided withi annular enlargements at its upper and lower ends, and these enlargements are recessed to receive the bearing rings or plates 0, which are sweated fast therein or otherwise secured rigidly but removably in place. These plates are grooved and provided with balls in the same manner as the other bearing-plates already described, and are opposed, respectively, by corresponding plates or rings, 0 and c". The plate 0" is slipped downward over the tubular neck I) of the fork, seated in recesses in the fork, and sweated or otherwise fastened in place. It serves to receive through the balls the whole or substantially the whole weight of the forward end of the main frame. The upper bearing-plate, c, is sweated or otherwise secured in the under face of a collar, c ,whichis screwed downward around and upon the threaded por-' tion of the neck 1) and held in place by a nut or collar, c. The two hearings on the upper and lower ends of the neck I) receive not only the thrust, but also the lateral pressure of the neck I), and jointly hold the steering-fork securely in place, while permitting it to turn with ease and freedom. The enlarged ends of the bearing tube or sleeve 0 are extended, in the form of flanges 0 over and around the joints between the bearing-plates, to exclude dust and'dirt therefrom.

The front-wheel bearings may be of any'appropriate character; but I prefer to construct them in the same or essentiallythe same manner as the bearings already described.

In the use of this class of machines it is frequently desirable to 'change the relative speeds of the crank and the driving-wheel,and to this end it is customary to attach the rear sprocketwheel, E, removably to the rear axle, that it may be removed and replaced by another of different diameter. This construction is a source of much trouble and annoyance,for various reasons unnecessary to detail. To avoid these difficulties, I provide one of the hubs of the rear wheel with a removable sprocketring, which may be speedily detached and re placed by another of different diameter.

In Fig. 4 it will be observed that onehub of the rear wheel has an outside annular flange, d, and that the sprocket-wheel H in-annular form is applied over and around this flange and secured by screws d. The parts may be variously modified, provided the sprocketwheel is removably secured to the hub of the main wheel. This construction is also advantageous in that it permits the sprocketwheel to be arranged close to the spok esin thewheel, and in that it permits access to the central bearing without interference on the part of the sprocket-wheel, as usual.

The steering bar or handle K is supported, as usual, at the middle by the spindle is, which is extended downward adjustably into the upper end of the forked spindle b. The spindle is split vertically at the upper end and encircled by a two part clamp, is, joined by means of contracting-screws through which the parts will be firmly united. The handle, instead of being made as usual, is given the peculiar form or curvature represented in Figs. 1, 6. and 10. It-is curved from the middle gradually rearward toward each end,and near the end is turned sharply forward with an up ward inclination to receivev the handles or end pieces, k. In plan view these handles diverge somewhat toward the front, as shown in Fig. 6. In practice it is found that a handle of this form is highly advantageous in that it presents the handles in the position in which they are the most naturally and readily grasped by the rider, and in that the body of the bar lies behind instead of in front of the hands.

To practical riders it is a well-known fact that in rapid riding and in riding over rough ground,where severe labor is required,there is a constant tendency of the riders hands to work forward on the handles against the rear side of the handlebar, the result being a disagreeable sensation and a frequent abrasion or blistering of the forefinger and thumb. These difficulties are largely overcome by handles of the form herein shown. The handle is also advantageous in that the rider is enabled to clear himself more readily therefrom in the event of a fall, and in that the hand-pieces,being turned forward instead of rearward, are less liable than those of the ordinary form to injure the riderin the event of his being thrownv against the handle bar. I am aware that handpieces extending in a fore-and-aft direc- ICC tion at the ends of the handle-bar are now in common use; but the ends of the bar are com- 25 j, and nutj.

vertically adjustable in a tubular standard, J, on the main frame, as usual. In order that the inclination of the seat in a forward and backward direction may be varied at will,and that the seat may also be shifted bodily to the front or rear to bring it in proper relation to the pedals for riders differing in figure, I provide the standard at the upper end with the peculiar saddle-clamp shown in Figs. 12 and 13. The upper end of the standard is divided vertically into two cars, j, the upper edges of which are provided with serrations j. The vertical eyeboltj is seated at its lower end be tween the ears on a transverse pivot, j", passing through the ears, as shown. A verticallymovable block, j, is seated loosely around and upon the bolt, and is toothed at the lower edge and adapted to bear upon the ears j. This bearing-block is provided on its top with a rib or stud, f, and is adapted to receive and support a longitudinal slotted plate, Z, forming the lower part of the saddle-frame. The bolt passes upward through the slot in this plate, and is provided above the same with a washer, When the nut is tightened, it acts through the bolt to confine the saddleplate firmly in place on the block j and to hold the block in turn firmly upon the saddle. When the nut is loosened, the saddle may be moved forward and backward on the plate,and the plate may be tipped around the pivotj to change the angle or inclination of the saddle. The stud j serves to prevent the saddle from turning horizontally.

I provide my machine,as usual, with a brakeshoe hinged to the steering-fork and tapered to act upon the steering-wheel, and I connect this brake-shoe, through devices of ordinary form, with an operating-lever attached to the steering bar or handle. Instead, however, of applying the lifting spring to the brake, as usual, I locate a spiral spring, 6, within the tubular neck or journal of the steering-fork, as shown in Fig. 10, and attach it to the brakelifting rod, which is carried upward into the tubular neck through the spring,and provided at its upper end with a nut or washer, against which the spring acts to effect the elevation of the brake.

I do not claim herein the hinged or movable brace, shown in Fig. 1 as spanning the depressed portion of the frame and extending from the seat-standard to the steering-head at the front of the frame, as this feature forms the subject-matter of a separate and additional application executed on the 15th day of ()ctober, 1888.

Having thus described my invention,what I claim is 1. In a rear-driving front-steering bicycle,

the frame or reach provided with the rigid transverse tube 0 built rigidly into and forming an integral part of said frame and adapted, snbstantiallyas described, to receive thepcdal- Shaft.

2. In a bicycle'frame for a safety-bicycle,

the reach having the transverse tube 0 built rigidly therein,-said tube having its ends recessed to admit the ball-bearing plates, substantially as described.

3. In a bicycle or kindred machine, the reach l having the transverse tube 0 rigidly combined therewith, in combination with the grooved plates 0, sweated fast within the ends of said tube, the shaft extended through the tube, the grooved plates a, secured upon the shaft, and the intermediate balls.

4.. The tube 0, having the necks c c and c", as and for the purpose described.

5. The tube c,having the front and rear necks and the enlarged flanged recessed ends.

6. In a frame for bicycles and kindred machines, a transverse shaft-receiving tube, 0, provided with necks c and 0, to receive the front and rear ends of the frame or reach.

7. In a bicycle, the frame having the rigid transverse tube a, with bearing-plates c in its ends, in combination with the pedal'shaft pass- 3 ing therethrough, the plates 0 screwed upon the shaft, one fixed and the other adj ustable, and the-pin or fastening c", to hold the adjustable plate against rotation on the shaft.

8. In a bicycle, the frame or reach having the forked rear end, in combination with the wheel therein, the axle passing through the wheel and the slotted arms of the frame, and the adjusting bolts passing from the ends of axle through ears on the frame,whcreby either end of the axle may be moved.

9. The frame or reach having the slotted; arms 0 and cars 0 in combination with wheel l D, its non-rotating axle d extended through the slotted arms, the eyebol ts mounted on the 1 ends of the axle and extended through the} ears, and the nuts applied to the bolts, as de- 1 scribed.

10. In combination with the frame, thei wheel D and its axle adjustable in the frame, 3 the balls, the bearing-collars d screwed upon the axle, and the eyebolts attached to the axle f interlocked with the collars and provided with adjusting-nuts, whereby the bolts are enabled 5 to serve the double purpose of adjusting the axle and wheel and of preventing improper, rotation of the collars. 11. In a bicycle or kindred machine having 1 the steering shaft forward of the seat, the steering or handle bar extending from opposite 1 sides of the shaft rearward, with its ends or handles returned in aforward direction,wherel by the rider is enabled to grasp the handles in i front of the bar. 12. In a bicycle or kindred machine having 1 an upright steering-shaft forward of the seat, the transverse steering-bar curved rearward and downward on opposite sides of the shaft and finally bent forward and upward at the ends, and provided at the ends with the handles diverging in a forward direction.

13. The steering-bar for a bicycle curved rearward from the middle toward the two ends, bent forward at the ends, and provided with the elongated handles, in the form and manner substantially as shown.

14. The steering=fork 13, having the tubular neck or journal, incombination with the brake attached thereto, the lifting-rod attached to r the brake, and the lifting-spring located within the neck or journal.

15. The seat-post J, having the upright ears serrated on their upper edges, in combination with the eyebolt pivoted at its lower end to and between said ears, the serrated plate j, encircling said bolt and seated upon the ears, and the nut j,-whereby the single nut is adapted to serve the double purpose of holding the saddle upon the supporting devices and of locking said devices to control the in clination of the saddle.

having the serrated ears j, pivoted to the lower end of the eyebolt, as shown, whereby the single nut is adapted to servethe several purposes of securing the saddle to its supporting devices, of holding said devices to regulate the inclination of the saddle, and of permitting the saddle to be adjusted longitudinally upon its support. a

17. The frame or reach having the tubular neck 0, in combination with the hardened grooved bearing-plates separately constructed and rcmovably secured in the upper and lower ends of said neck, the steering-fork having the grooved bearing-plate 0", supported firmly thereon, the adjustable bearingplate a, secured upon the fork, and the balls at the two ends.

In testimony whereof I hereunto set my hand, this 11th day of February, 1888, in the presence of two attesting witnesses.

\VILLIAM 1]. SMITH.

Vitnesses: p a

F. '1. CHAPMAN, W. It. KENNEDY. 

